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(No Model.) 3' Sheets-Sheet 2.

J. BANKS au B. BARNES. TRAM GAR MOTOR.

No. 320,634. Patented'June 23, 1885.

i will (No Model.) .3 Shets-Sheet J. BANKS 8v B. BARNES. TEAM GAR MOTOR.

No. 320,634. PatentedJune 23N, 1885.

UNITED STATES L PATENT OFFICE.

JOHN DANKS AND BENJAMIN BARNES, OF MELBOURNE, VICTORIA, AUSTRALIA.

TRANI-OAR MOTOR.

EPECEFCATON forming part of Letters Patent NO. 320,634, dated June 23,1885.

Application filed February 7, 1F85.

Z' 0 all whom it may concern:

Be it known that we, JOHN DANKS, a subject of the Queen of GreatBritain, residing at Bourke street, Vest, in the city of Melbourne andBritish Colony of Victoria, brass founder, and BENJAMIN BARNES, also asubject of the Queen of Great Britain, residing at Queens Terrace, SouthMelbourne, in the said Colony, engineer, have invented new and usefulImprovements in Tram-Car Motors, (for which we have obtained a patent inthe British Golony of Victoria, No. 3,882, bearing date the 11th day ofNovember, 1884,) of which the Yfollowing is a specification.

This invention consists, first, in the combination, with a tram-car, ofa gas-engine for propelling the same, and receivers or vessels in whicha gas or a gaseous mixture-such as gas and air or other gaseouscompound-is compressed and stored under pressure, such receiver orvessel forming part of or being carried on the tram-car; and, secondly,of a novel arrangement of friction-:gear and levers for conveying motionfrom the gas-engine to` the wheels of the car, and also for effectingthe operations of starting, stopping, and reversing the motion of thetram-car without stopping the engine.

lts essential features are, first, the use of a gas-engine placed uponand securely bolted to the framing of the tram-car; second, the storingunder pressure, in suitable vessels placed upon or attached to the car,of a sufficient quantity of gas or gaseous compound to keep the engineworking during the time required for the car to make one or more trips;third, reducing the pressure of the gas or mixture of air and gas sostored to its initial pressure required for the effective working of thegasengine by means of areducing valve or valves; fourth, working theengine during the trip and effecting the stopping, starting, andreversing the motion of the car by an arrangement of friction-gearconnected to the drivingaxle of the car; and that this our invention maybe more clearly understood we will now refer to the annexed drawings, inwhich- Figure l is a longitudinal section of atramcar with thegas-engine receiver and pressurereducing valve applied thereto; and Fig.2 is (No mrdr l.) Patenicd in Victrria November 1l, 1884, No, 3,882.

a cross-section of the tram-car on the line a c, in Fig. 1, looking inthe direction of the arrow. Figs. 3, 4, and 5 are a frontview, a sideview, and a plan view, respectively, of the friction-gear aud chainmechanism for conveying motion to the wheels and for controlling thecar. Figs. 6 and 7 are further details of said parts, and Fig. 8 showsone form of a pressure-reducing valve.

In these drawings, A is the framing of the tram-car, and B thebase-plate of a gas-engine bolted to it.

G C are receivers under the seats of the car for storing the compressedgas or mixture of gas and air, although they may be,placed in any otherconvenient place on the car.

D and D are friction-wheels xed side by side upon the engine-shaft D2,and the larger one of which, D, gears with a similar frictionwheel, E,which, together with asmaller friction-wheel, E, is keyed upon anintermediate shaft, E, upon which the chain-sheave F is keyed, so as toconvey the motion to pitch chain-sheave H, keyed to the driving-axle .Tof the tram-car, through the medium of the chain G, working on saidsheaves F and H.

KKare links for holding at theirproper distance the friction-wheels D Dand E E', and L L are links for holding at their proper distance thepitch chain-sheaves F and H.

' M M are eccentric brasses secured into the ends of the forked lever N,as shown in Fig. 6, for putting in and out of gear the frictionwheels Dand E.

l? is a hand-lever secured to the intermediate shaft, Q, the ends ofwhich are made eccentric, and work in the bearings formed at the upperend of the arm K of the link K.

R R are links, supported at their upper end on the shaft Q, and at theirlower ends they have bearings formed in them to receive the lower shaft,S, on which is keyed the frictionwheel T, which gears with the smallerfrictionwheels D and E.

The following is the Inode of operation for working our tram-car motors:At a station convenient to the line of tram-road gas is taken from themains of -gas companies and forced (by compresses worked by steam orother power) into a fixed receiver, and so IOC stored under greatpressure ready for use. Connected with the receiver-are service-pipesprovided with suitable valves attached, and on or in any convenientplace on the tram-car we place storage-receivers C for holding aquantity of the compressed gas, and by means of india-rubber hose andunion connection allow the gas to pass from the larger fixed receiverthrough the service-pipe to the storage-receivers on the car, and socharge them with gas at the same pressure as that in the largerreceiver, Where a common self-acting retaining-valve prevents the gasescaping from the small receivers when the connection is broken.

XVe attach to the receivers on the car by any suitable connection one ormore reducing-valves of any well-known and suitable form, one Well-knownconstruction of such valves being shown at Fig. S for allowing the gasto be expanded to its original pressure, as

in gas-mains, and when so expanded We use itA for working the gasengine.We then start the engine and and alloT it to continue working. Then, toput the car in 1notion,we press down the lever N, which, being attachedto eccentric brasses M M, brings the friction- Wheels D and E intocontact; and when we require to stop the car we raise the lever N, andthe friction -Wheels D and E are then separated. Vhen in contact, thewheel D gives motion to the wheel E, the intermediate shaft, F2, and thepitch chain-sheave F, which latter being connected by the pitchchain Grto the sheave H on the driving-axle J, gives a forward motion to thecar. When itis required to run the car the contrary way, we separate thewheels D and E by raising the lever N, and we bring the Wheel T ontheintermediate shaft, S, into gear with the friction- Wheels D' and Eby pressing down the handlever P, and so impart a reverse motion to thecar-wheels.

The advantages of. Working train-cars according to our invention are,first, the small amount of dead-Weight required to be moved whencompared with the steam-motor and the consequent saving in the Wear andtear ofthe tram-road, as it is not necessary to carry the fuel andiva-ter required by a steam-engine; second, the absence of fire andsmoke in the street, and the nuisance of coal and coal-bunkers, andfurther, the services of a fireman are the tram-cars may be worked underthis system.

That We claim is* 1. The combination, substantially as described, with astreet-car provided with seats for passengers, storage-tanks for storinga motive power under pressure, a gas-engine connected with saidstorage-tanks and mounted on the car, and one of the Wheel-axles of saidcar, of transmitting mechanism for transmitting motion to thewheel-axle, consisting of the friction-wheel D on the engine-shaft, thefriction-wheel E on a counter or intermediate shaft, E2, thechain-shcave F on said shaft, the chainsheave H on one of the axlesofthe car, and the driving-chain G, substantially as and for the purposespecified. f

2. The combination, substantially as described, with the aXle J of thecar A, carrying a chain-sheave, F, the gasengine mounted on said car,the engine-shaft D2, carrying friction-wheel D, the counter-shaft El,carrying friction-wheel E, and chain-sheave H, and the chain G, of thelever N, pivoted on the engineshaft and carrying said counter-shaft E2,said parts being arranged for co-operation, for the purpose specified.

8. The combination, substantially as described, With the axle J of theear A, carrying a ehain-sheave, F, the gas-engine mounted on said car,the engine-shaft D2, carrying friction-wheels D D, the counter-shaft E2,carrying friction-wheels E E', and chain-sheave H,

the lever N, fnlcrumed on the engine-shaft and d carrying thecounter-shaft E, and the chain G, ofthe lever P, shaft Q, secured to anarm of lever N, and with which shaft lever P is connected eccentrically,and the friction-wheel T,

supported by links from. shaft Q and adapted J to be brought infrictional gear with wheel said parts being arranged for co-operation,as set forth, for the purpose specified.

JOHN DANKS. BENJAMIN BARNES.

Vitn esses:

XVALTER SMYTi-IE BAYsToN, VaL'rE-R GHARLns HART.

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